Multispeed drive mechanism



Jan. 19, 1954 N. R. BRowNYER 2,666,337

MULTISPEED DRIVE MECHANISM Original Filed July 15, 1944 7 Sheets-Sheet l gmc/whom www# Jan. 19, 1954 N. R. BRowNYER 2,666,337

MULTISPEED DRIVE MECHANISM Original Filed July 15, 1944 7 Sheets-Sheet 2 f W Q w w W 3 w \\`A l n WIM. R m M w @Mmm N J QW .0n km; 0m, Y d\\ umm 50m. @NN R K 0K @n n m n rl W Mw I. l i. NN v E www @n 4 K @n ww @n Sv Huw Jan. 19, 1954 N. R. BRowNYL-:R l 2,666,337

MULTISPEED DRIVE MECHANISM Original Filed July l5, 1944 7 Sheets-Sheet 3 gmc/wm /Ve/son. /P. @row/)yer Jan. 19, 1954 N. R.- BRowNYER 2,666,337

MULTISPEED DRIVE MECHANISM Original Filed July l5, 1944 '7 Sheets-Sheet 4 2:1- 7-10' @41, JMVWW @www Jan. 19, 1954 N. R. BRowNYER 42,666,337' l MULTISPEED DRIVE MECHANISM Original Filed July 13, 1944 y 7 Sheets-Sheet 5 INVENTOR. m/I/P/vfr//yez' h1 BY Jan. 19, 1954 N R BROWNYER 2,666,337

MULTISPEED DRIVE MECHANISM 7 Sheets-Sheet 6 Original Filed July l5, 1944 INVENToR /'nW/E @mvg/e1' BY JMW w w m w Jan. 19, 1954 N. R. BROWNYER MULTISPEED DRIVE MECHANISM Original Filed July 13, 1944 7 Sheets-Sheet 7 Patented Jan. 19, 1954 MULTISPEED DRIVE lWECI-IANISNEl Nelson R. Brownyer, Birmingham, Mich., as-

signor, by mesne assignments, to Rockwell Spring andAxle Company, Coraopolis, Pa., vcorporation of Pennsylvania Original application `Fully 13, 19M,l Serial No. 544,716, now Patent No. 2,398,407, dated April 16, 1946.r Divided and this applicationApril 9, 1946, Serial No. 660,831

The present invention relates to power transmission mechanisms and to controls for such mechanisms. This is a division of my copending application Serial No. 544,716 filed July 13, 1944, now United States Letters Patent No. 2,398,407', issued April 16, 1946. More particularly, the invention relates to power operated multiple speed power transmissions incorporated in axles for internal combustion engine powered vehicles, although it is not limited 'to' such use, and may be advantageously employed wherever power is to be selectively transmitted at two or more diierent ratios.

Early manually shifted automotive speed changing transmissions incorporated in multispeed axles comprised comparatively simple mechanical toothed clutchingV devices, but to change their speed ratios without clashing or stripping the gears required much experience and a high degree of skill and even a skilled operator could not always make a shift without damage to the mechanism.

The difliculty is greatly increased in two speed truck axles, because of the large rotational inertia of the parts involved. The use ofv such multispeed mechanism has also necessitated the addition of control levers to the crowded modern truck cabs, cramping the driving space, and increasing the difficulties and hazards ofV driving. In spite of these difliculties, however, such two speed axles have gone into rapidly increasing use in recent years because they may be readily in'- stalled in place Vof standard truck axles, and their use doubles the number of speed ratios obtainable with the conventional truck transmissions only, thus eliminating the need for more complicated multiple speed transmissions in heavy trucking service and permitting the low cost conversion of standard low priced comparatively low powered trucks for heavy duty use.

Early efforts to minimize such shifting difliculties followed the obvious course of trying to make the meshing of the teeth easier by increasing the clearance between the engaging teeth, chamfering or rounding off the tooth corners, tapering the teeth and/or making alternate engaging clutch teeth long and short, as exemplied in Patent No. 2,183,667, issued December 19, 1939, to L. R. Buckendale for Dual Ratio Drive Axle. These expediente have failed to solve the problem because theyl tend to permit the clutch parts to engage readily before their speeds are synchronized, causing severe jerks and shocks, and subjecting the entire driving train to severe strains resulting in premature failures. of: the associated parts;

27 Claims. (C1. i4-472) To overcome these diculties, relatively vast sums of money and amounts of time were then spent to develop complicated and costly clutch synchronizing devices to synchronize the clutch parts prior to engagement, and thereby reduce wear and tear on the mechanisms incident to shifting, especially by careless operators. While such synchronizing devices facilitate shifting and have been generally adapted in conventional types of automotive transmissions, because of their added complications and costs, they have not' been applied in the two-speed truck axlesheretofore on the market.

Recently, however, a demand has arisen for the application of automatic or semi-automatic power shifting lmechanisms to two-speed axlesI which give the driver no opportunity to even at'- l tempt by the exercise of necessary skill, to mesh Cil the gears withoutA shock or clash.

To meet this situation, it has heretofore been deemed necessaryl to incorporate synchronizing devices in power shifted two speed axles, and then to provide complicated delayed action controls to prevent premature engagement of the parts before the synchronizer could'become effective, as disclosed in Harper et al. Patent No. 2,071,165', granted February 16, 1937. a power shift embodying a frictional synchronizer clutch and a delayed action control for the vacuum cylinder which causes a predetermined dwell or lag during the shift operation, to permit synchronization to take place. 'Ihis type of axle has gone into use as optional equipment on pleasure cars provided with a control valve interconnected with the clutch pedal to insure proper shifting. Those controls are costly, introduce mechanical complications, and have not as yet gone into standard production for any automotive use.

Instead of making the clutch members easy to engage, and then providingeomplicated and costly synchronizing and control devices tc prevent premature engagement, I have discovered that by making the interengaging clutch teeth difcult to engage, through the use of smooth, parallel abutting ends having sharp corners, properly rewith my invention are rotating relatively andv their-parallel tooth ends are brought intov engage- This patent shows ment with a force whose magnitude bears a proper relationship to the sizes of the parts and the area of the tooth ends, I have found in practice that the tooth ends smoothly rub on each other and remain out of meshing engagement until their speeds are synchronized. At the moment of substantial synchronism they mesh Without shock.

In test trucks equipped with a two-speed axle having my improved vacuum operated clutch, many shifts have been repeatedly carried out under all possible operating conditions Without operating the clutch pedal, and yet it was found substantially impossible to produce noise or shock of any kind under normal operating conditions.

In Maybach Patent No. 1,719,188, granted July 2, 192e, a tranmission is disclosed allegedly shiftable under certain conditions of relative rotation between the parts, without diseng-aging the vehicle clutch. A resilient connection is interposed between the shift lever and the clutch collar, inclined teeth are employed, so that the lever may be shifted at random to pre-select the gear ratio, and shift of the clutch allegedly occurs automatically later on by the resilient means, upon synchronisin of the parts, The inclined tooth ends of the gears and clutch caused a rattling action to take place until the parts were synchronized. As will be apparent, rapid wear of the sharp inclined tooth corners would occur, and the one-way inclined teeth will grab with a violent shock unless the parts are rotated relatively to each other` during the synchronizing operation in the directions disolosed by Maybach. And, as pointed out in Maybachs later Patent No. 1,891,678, the parts of the construction of Patent 1,719,188 did not always properly engage, allegedly due to variations in the throttling of the engine. Maybach proposed to correct this defect in Patent No. 1,891,678 by interconnecting the throttle and shift mechanism. This resulted in a complicated construction which, so far as I am aware, has not gone into commercial use.

It is accordingly the primary object of this invention to provide `a multi-speed transmission mechanism having a novel shifting assembly which enables the desired speed ratio to be selected at any time, and without requiring disengagement of the vehicle clutch, and which will automatically and silently shift into the selected speed upon momentary interrruption of torque delivery.

A further object is to provide -a change speed mechanism embodying toothed mating members having `parallel tooth ends, together with means for urging them into engagement by forces whose magnitude bears such relation to the area of the parallel tooth ends, that the latter will smoothly slide upon each other but will not engage until synchronization is substantially complete.

Another object is to provide a power shift mechanism embodying members having parallelended confronting teeth and blocking means for positively retaining them in full mesh so long as power is transmitted between them in either direction, and to so proportion the length of the teeth and the area of their ends that, when a torque interruption occurs, the power shifter will readily disengage the teeth, and when shifted in the opposite direction the teeth will abut and block completion of the shift until synchronization is effected. 1

A further object is to provide a transmission assembly embodying a novel power operated shifting mechanism enabling the desired available gear ratio to be pre-selected at any time during operation and which will subsequently automatically carry out the shift into the pre-selected speed ratio under the control of the operator, but only when the parts are synchronized, without shock, the parts being so designed that it is immaterial which direction of relative rotation occurs between them during the synchronizing operation.

A further object is to provide a speed change mechanism with power operated means for selectively shifting it from one speed ratio to another, and having means for automatically shifting it into one speed ratio in the event of power failure.

A further object is to provide multi-speed axle equipped vehicles with novel control mechanisms for automatically changing the speed ratio of the speedometer drive to correspond to the speed ratio of the axle.

Another object is to provide a two speed shift clutch which is shiftable into mesh with a pair of gears, with a shifting mechanism which will exert a relatively heavy clutch disengaging force and a relatively light engaging force in which there is a denite staging of pressures or a sharp drop in pressure after the clutch collar has been disengaged from either gear,

A further object is to provide a two speed shift mechanism embodying a clutch collar which is meshable with a pair of gears, and means for exerting positive or non-yielding disengaging forces upon the clutch collar, and for exerting yielding forces of lower magnitude for bringing the clutch collar into mesh with the gears, in both directions of shift,

Further objects will become apparent as the specication proceeds in conjunction with the annexed drawings, and from the appended claims.

ln the drawings:

Figure 1 is a top view of a two speed automotive axle embodying the invention, certain parts being broken away and shown in cross section to more clearly illustrate the construction;

Figure 2 is a fragmental sectional View, taken substantially on the line 2 2 of Figure l, looking in the direction of the arrows;

Figure 3 is an enlarged longitudinal sectional View of the speed change mechanism of Figure l, as it appears when removed from the casing, and with the parts in low gear;

Figure 4 is a diagrammatic view showing the cooperating clutch teeth of the collar, the shaft and the drive gears of the mechanism shown in Figure l1, as they appear Vwhen the device is operating the low speed and with the collar locked against shifting;

Figure 4A is a View similar to Figure 4, on a larger scale;

Figure 5 is a view similar tc Figure 4, but shows the parts in the position they assume when the collar teeth are sliding on the clutch teeth of the high speed gear, prior to shifting inte high speed;

Figure 5A is a view similar to Figure 5, on a larger scale;

Figure 6 is a View similar to Figure 4, but shows the parts in high gear and with the collar locked against shifting;

Figure 6A is a view similar to Figure 6, on a larger scale;

Figure 7 is a diagrammatic view of a fragmentary portion of a vehicle showing a novel control mechanism constructed according to the invention applied thereto;

Figure 8 is a top plan View supplementing Figure 7, and illustrates the manner in which the controls are associated with the rear axle;

' FigureV 9 vis aside elevational view, on an enlarged scale, of the speedometer change speed gear shown in Figure 7; f

A Figure 1G is an enlarged sectional view of the Vacuum control valve shown in Figure 7;

Figure 11 is an enlarged sectional view of the vacuum operated control mechanism shown in Figure 8;

Figure 12 is a sectional View of a modified Valve and vacuum cylinder assembly for controlling ther transmission, also forming part of the invention;

Figure 13 is an elevational view with parts in section of a modified speedometer control also forming part of the invention;

Figure 14is a horizontal sectional view of a planetary axle embodying the invention, showing the parts in the overdrive position;

^ Figure 15 is a diagrammatic sectionall view of a fragmental portion of mechanismy shown in Figure lev with the parts in overdrive position;

Figure 16 is a viewsimilar, to Figure 15 but shows the parts shifted out of overdrive position, into neutral position;

Figure 17 is a view similar to Figure 16, but shows the parts as they are about to be shifted into the direct drive position;

' Figure 18 is a longitudinal sectional view cn an enlarged scale of the shiftable toothed col-- lar Shown in Figure 14;

Figure 19 is a longitudinal sectional view on an enlarged scale of-a fragmentary portion of the shift rod shown in Figure 14; and

Figure 20 is a perspective view of fragmentary portions of the clutch mechanism of Figure 14 showing a modified tooth construction to provide a locking function.

With continuedreference to the drawings and particularly to Figures 1 and 3, wherein the improved shifting mechanism is shown embodied in a two speed, double'reduction drive axle for an automotive vehicle, the numeral l@ indicates the axle housing having an enlarged center portion IlmY from kwhich' the hollow arms ldb and Hic extend. 1 The arm 10h' incloses a rotatable axle shaft il while the arm we incloses a similarV shaft i2. Suitable road rwheels (not illustrated)- are journalled on the outer ends of the arms lub and ille and the shafts All and l2 are drivingly connected to respective wheels in a conventional or desired manner.

At their inner ends the shafts vl i, and l2 are` operatively connected with a differential mechanism generally indicated at i3` which maybe Yof the form illustrated vand described in Buckendale Patent V2,133,667,referred to above.

provides an apertured cylindrical boss ille which receives a piloted bearing cage l5 in which are mounted two spaced anti-friction roller bearings 15a and 1Gb which supportthe axle carried propeller shaft section il. This shafthas integrallyformed on its inner end a beveled pinion gear i9 which meshes with a beveled ring gear 6 20 xed on a splined portion 2| oi across-shaft or countershaft 22.

Cross shaft 22 has its axis substantially atV bolting fiange 230 secured to the boss by suit-A able bolts'or screwsy (not illustrated).

The bearing 2li is similarly mounted in a cap or cover member 2da having a cylindrical boss v portion 2d?) piloted in an apertured annular boss on the gear carrier and a bolting flange 24o secured to the carrier boss by suitable bolts or screws (not illustrated). The bearings 23 and 2li are capable of taking thrust or axial loads as well as radial loads and may be adjusted by the caps 23a and 24a to support the cross shaft 22 against endwise movement.

The oross'shaft 22, as particularly shown in Figure 3, has two gear journal portions 22a and 22o separated by an enlarged center portion 25 provided with peripheral clutch teeth laterl to be described in detail.

As a sub-assembly the shaft 22 carries, in addition to 'the bearings 23 and 2d andthe beveled ring gear 2d, a small diameter spur` gear 2t journalled on the shaft portionY 22a, a large diameter spur gear 2l journalled on the shaft portion 22h, and an internally toothed annularclutch collar Se sldably mounted on the enlarged shaft portion 25 and selectively operatively engageable with the spur gears 26 and 2l in a manner to be later described in detail;

When the'above described cross shaft sub assembly is embodied in the operative assembly;

FrornI the description so far it is apparent that'` when the propeller shaft section ll is driven by a suitable power source, such` as the automotive engine 'i0 of Figure 7 driving, through the conventional friction clutch i l L'change speed transmission H2 provided with manual shift lever H3, propeller shaft l it and universal joints, one of which is illustrated at H5, the pinion gear l?! meshing with the bevel ring gear 2Q will drive the cross shaft 22 and the clutch collar 35. If the clutch collar is operatively, engaged with the gear 25 the drive will continue through the gear 2E and meshing gear 28 to the differential cage or vhousing 53a and through the differential mechanism to the axle shafts I and I2, providing a low speed gear drive for` the axle. If, on

the rother hand, clutch collar 3d is operativelyV engaged with spur gear t?, the drive will be from the cross shaft 22 through gears 21 and 2d to the differential cage |30 and through the differential mechanism 'to the axle shafts I I and I2.

In the illustrated arrangement the clutch collar 34 has only two operative positions, in one of which it engages the gear 26 and in they other of which it engages the gear 27. However, if it.-

were desired to provide for operating the axle as a dead axle, the arrangement could be modified to provide a third operative position in which the collar would be held in a neutral or centered position out of engagement with both of the gears 26 and 21.

Figures 2 and '1 to 12 inclusive show suitable means for selectively engaging the clutch collar with the gears 26 and 21.

As shown in Figure 2 a pin or shaft 49 is rotatably mounted in a bushing 52 secured in a boss 52a formed internally of the gear carrier I4, in position such that its axis is at right angles to but offset from the axis of cross shaft 22. Within the gear carrier shaft 49 carries a yoke 48 which partly surrounds the clutch collar 34 and is provided at its ends with swivelled blocks 41a and 41h of T-shaped cross section which extend into an annular groove 35 provided in the outer surface of the clutch collar 34. With this arrangement rotation of shaft 49 will swing the yoke 48 and move clutch collar 34 along shaft 22 between the two operative positions of the clutch collar.

The pin or shaft 49 extends through the top wall of the gear carrier I4 and is provided eX- ternally of the carrier with a lever 54 secured thereon by a nut 53. Shaft rotating movements of the lever are limited by a stop finger 55 formed on the lever and engageable with a pair of eccentric headed pins 513 and 51.

When the parts just described are assembled, lever 54 is rocked back and forth to shift the clutch collar into its high and low speed positions, and the positions of the lever for each shifted position of the clutch collar observed, and the yoke so located as to dispose 'blocks 46 centrally with respect to groove 35 and free from rubbing engagement.

When the high and low speed positions of lever 54 have been properly located from the high and low speed positions of the clutch collar, a pair of pins 56 and 51, having eccentric heads, are rotated into proper position to cooperate with nger 35 of the lever and arrest it in the proper positions, and they are then driven into openings in the housing. Pins 56 and 51 are each provided with a groove and, as they fit the openings rather tightly, when they are driven in place, the metal of the housing extrudes slightly into the grooves of the pins, thereby permanently locking them against rotation.

It is accordingly apparent that pins 55 and 51 accurately stop the lever in both of its shifted positions and prevent the clutch collar from being frictionally gripped between blocks 46 and either gear 26 or gear 21.

When the parts are in the positions illustrated in Figures 8 and 1l, spring 51 maintains lever 54 in low speed position, with finger 55 of arm 54 abutting stop 51, thereby relieving the clutch collar of pressure. By adjusting clevis S5, the proper operating relationship between rod @4 and lever 54 may be correctly established.

As shown in Figure 8, a pneumatic device 55, illustrated in Section in Figure 11, is operatively connected to lever 54 by a pivoted link 54 and is connected to an air pressure or vacuum line 68 which extends to a manually 'operable valve 15 shown in Figure 1 and illustrated in section in Figure l0. In the arrangement illustrated the line 68 is a vacuum line and a second vacuum line 14 extends from valve 15 through a check valve 13 to intake manifold 1| of engine 10. if desired a vacuum tank may be connected with line 14 to smooth out variations in engine intake manifold vacuum.

As shown in Figure 11, pneumatic device 59 has a diaphragm 52 to the center of which link 54 is connected. A coiled compression spring 61 acts to move the diaphragm and link 64 in one direction and the diaphragm and link are moved in the opposite direction by atmospheric pressure acting on the diaphragm when the chamber within the casing 59 back of the diaphragm is subjected to less than atmospheric pressure through vacuum line 68. The spring 161 has characteristics such that the first part of the movement of the diaphragm from either end of the casing is accomplished 'with a much greater force than the last part of such movement for a purpose which will be explained in detail hereinafter in connection with the description of the novel clutch structure.

Movement of the diaphragm 62 is controlled by the manually actuated valve 15, which may be a plunger type valve as illustrated or may be a rotary or other type valve as may be desired.

In 'the valve construction particularly illustrated in Figure 10` the vacuum lines 53 and 14 are led into a valve casing 15a at spaced locations lengthwise of the well or bore 16 through respective ports 8! and 82 and a port 85 connects the bore with the atmosphere through the cover or screen 84. The open end of the bore 15 is closed by apertured screw plug 83 which also serves to secure the screen 84 in place and through which passes the slidable valve stem 19. Upon its inner end the stem 19 carries a spool shaped plunger 11 having end piston portions which closely nt the bore 16 separated by an intermediate reduced portion 18.

rlhe plunger has two operative positions, as indicated by the full and broken lines in Figure l0. When in the full line position the line 63 is connected with the atmosphere through port 55 and spring 61 moves diaphragm 62 and link 54 to the position illustrated in Figure 11, ro` tating shaft 49 to shift clutch collar 34 to its low speed position in which it operatively engages gear 26.

Intake manifold 1i is connected to a carburetor 8u having a throttle valve 89 connected by suitable motion transmitting links to an accelerator S0.

When plunger 11 is in its broken line position, as shown in Figure 10, line 65 is connected through the reduced intermediate portion 1S with vacuum line 14 whereby, if engine 1E? is operating, vacuum will be applied to the back of diaphragm 52 to move the diaphragm against the force of spring 61. This will rotate shaft i9 and shift clutch collar 34 into its high speed position in which it is in operative engagement with gear 21.

Valve stem 15 is moved by a hand knob S6 mounted on the vehicle instrument panel or dash board 81, a connection such as a Bowden wire 88 passing through its casing or armor 18a operatively connecting the knobV 85 to the valve stem 19. Thus by movement of knob 86 a pre-selec tion of either the high speed or low speed axle gear ratio may be effected. After the knob has been moved tothe position corresponding to the desired gear ratio, release of the engine throttle control or accelerator pedal to reduce the engine power to an extent sufficient to cause a torque reversal between the engine and the vehicle drive wheels will cause an automatic shift to the desii-ed gear ratio.

vThe novel clutch construction which .permits vthis shift `to take vplace without noise or jar .and

` rows of teeth k3l andy t2, preferably of the same chordal thickness. Teeth 3l are comparatively long, while teeth 32 are short, so as to provide As shown in Figures 3 and 4, teeth 3GB are of comparatively short axial length, while teeth 3l are longer and also somewhat thinner. Teeth 3l are symmetrically aligned with teeth`36, so that the sides of teeth 3e project slightly either side of the corresponding sides of teeth 3'l,as seen in somewhat exaggerated form in diagrammatic views 4A, 5A, and 5A. Teeth 35 and 3i are thick and thin respectively so as to interlock with the shaft teeth and maintain the collar in the high or low ratio, as will hereinafter appear.

Low speed gear 26 is provided with a series of comparatively short clutch teeth 38, spaced from the helical teeth to provide a clearance groove 39, for manufacturing purposes. Teeth 38 are preferably so spaced as to provide a meshing fit with teeth 35i, with a comparatively small backlash, but if desired the 'backlash may be increased within limits, provided that a proper reduction is made in the shifting force to avoid premature engagement, as will be hereinafter pointed out.

26 and 21 are accurately ground so that the end.

surfaces ofeach row or ring of clutch teeth lie as 4exactly as machine tolerancesr will permit in a surface of revolution generated about the axis of revolution of the corresponding 'clutch collar or gear, and the edge between the end surface and.

' the side and top surfaces of each tooth is square High speed gear 21 isprovided with a series of clutch teeth e l which are spaced from the helical teeth to provide an annular groove 42. Teeth 4l (Figure 6) are somewhat thicker'than teeth v33 of gear 26, so as to avoid excessive backlash when meshed with narrow teeth 3l of the collar. 'If desired, the backlash may be varied within limits, as will v*hereafter appear.

The clutch collar is accordingly mounted for axial sliding movement on the countershaft selective engagement with the clutch teeth of the low speed gear or the high speedgear, and by providing collar teeth 38 and 3'! and clutch teeth 38 and 4i with end faces as indicated at 36a, 31a, 38a, and 4to, respectively, lying in surfaces of revolution which are normal to the side'or working faces of the clutch teeth and by properly selecting the area of said end faces and the .length of the teeth with relation to the backlash or clearances between the teeth and the disengaging and engaging forces applied to the clutch collar, I have discovered that the shift between speed ratios may be made by merely relieving'the'driving pressures or upon normal torque interruptions without disconnecting the prime mover from the mechanisn silently and without clash or shock to any of the parts of the mechanism. Duringthe shift operation, after disengagement from one speed the fiat tooth ends slide relatively in frictional engagement without burring yor rattling until substantially complete synchronization of the speed of the collar and the engaged pinion is attained before meshing engagement can occur as hereinafter described in detail.

In order to insureV this smooth sliding action of the contacting tooth ends before driving engagernent of the gear clutch teeth with the corresponding clutch collar teeth, the tooth ends of the collar and of the clutch teeth of both gears and sharp without any chamfer or burr.

With tooth end faces so formed and smooth surfaced and ywiththe cross sectionalareas of the teeth of one set substantially equal to the cross sectional area between the teeth of the adjoining set with only a minute, carefully controlled clearance or backlash'present, and with parts of proper inertia urged toward tooth engagement by correctly limited pressure, there is no tendency for the-teeth of one set to drop into the spaces between the teeth of an adjoining set until a condition of substantial synchronization between two adjoining sets of clutch teeth is reached.

The invention may be carried out by employing clutch teeth whose end faces are either normalto the axis of rotation or are inclined to provide anesting or mating frusto-conical shape, so that when they are disposed inend-to-end rubbing engagement during the synchronizing dwell, they will be maintained out of mesh, without manifesting any appreciable tendency to intermesh until the parts have been completely synchronized. Inclined toothend forms are advantageous in gear mechanisms in which a centering action is desirable, as the frusto-conical ends-set up a denite centering action, insuring proper concentric rotation during the synchronizing dwell. Tooth shapes of other forms may also be used, so long as the surfaces of the confronting tooth ends are generated by parallel lines (either straight or curved) rotated about spaced points on the axis of the clutch members.

In Figures 3 and 4 and 4A, the parts are shown in low gear, with teeth 3f; of the clutch collar engaged with teeth 38 of low speed gear 26. The torquing forces are indicated by the arrows, the downward force exerted by teeth 3i of the countershaft taking up the clearances and driving the collar. The torque is transmitted through collar teeth 36 to teeth 38 of the low speed gear, as indicated in Figure 4. Since the clearances between teethl and 31 are taken up, and teeth 3l are narrower than teeth 35, in normal driving relationship, the latter may be said to be hookedover the ends of teeth 3|, so that, should the collar tend to shift to the right (Figures 3 and 4) the corners of teeth 36 will abut the corners of teeth 3l and block such movement so long as power is being transmitted.

When a reversal of power occurs, for example by momentarily releasing the accelerator and causing the vehicle to drive the engine, with the parts in the low ratio as seen in Figure 4, the clearances on the opposite sides of teeth 3l are taken up, and unless the clutch collar is forced to the right by a predetermined shifting pressure at this time, the opposite corners of teeth SIS will engage the opposite corners of teeth 3l and the teeth will again be interlocked. Movement of the clutch to the left is limited through engagement with the end of drive pinion 2S.

From the foregoing it is apparent that, when the axle is shifted into low speed, the clutch collar cannot be shifted out of engagement with the clutch teeth on the Ygear so long as power is being transmitted in either directionbetween the countershaft and gear.

When it is desired to shift the collar out of low gear it is urged to the right with a predetermined pressure sufficient to effect disengagement when the application of power to shaft 22 is momentarily interrupted, as for example by releasing the accelerator. As soon as the tooth pressure is relieved or decreases sufficiently under such conditions, collar1 34 slides to the right a slight distance and brings the corners of teeth 35 past the corresponding corners of countershaft teeth 3|. In the event that power of only small magnitude is being transmitted when the shifting force is applied to the collar, the latter will promptly bring the corners of its teeth into engagement with the corners of teeth 3|.

Engagement of teeth 3B with teeth 3| under the conditions just described will momentarily arrest the collar, but if thereafter the transmitted torque drops to a value sufficiently low teeth 3S will be pulled past the corners of teeth 3|. By constantly urging the collar to the right during the disengaging action under the proper pressure, which is selected with relation to the tooth lengths, areas, backlash, oil viscosities and other practical factors, disengagement occurs before a complete torque reversal can hook teeth 36 over the opposite corners of teeth 3 i.

In Figures 6 and 6A the parts are illustrated in the position they assume in high gear, with collar teeth 31 meshed with clutch teeth il and gear 21. In this condition of the parts, collar teeth 36 are located in the space 33 between the rows of teeth on the countershaft, and do not transmit power, while teeth 32 transmit power to the collar through teeth 31, and the collar transmits power to clutch teeth 4| of the high speed gear, in the manner indicated by the arrows in Figure 6. Teeth 31 being narrower than teeth 33, the clearance is taken up by the driving forces and locates teeth 36 with their corners opposite the corners of teeth 3 I. Accordingly, when the collar manifests a tendency to shift to the left, it is blocked by the corners of teeth 3|, in either direction of power transmission.

In high gear, the clutch abuts the end of gear 21, which limits its movement to the right. The inner edges of gears 2B and 29 terminate slightly short of the sides of spur gears 26 and 21, so as to avoid contact with clutch collar 3ft.

The shift out of high gear is effected in a manner similar to that just described with respect to low gear, by applying a disengaging force of predetermined magnitude to the collar and urging it to the left until release of the accelerator reduces the tooth pressure to a value sufficiently low to permit the shift to take place.

In Figures 5 and 5A the clutch collar is illustrated in the position it assumes when it has been shifted out of low gear and is undergoing a synchronizing dwell prior to shifting into high speed. Since the flat ends 31a of teeth 31 are disposed in frictional rubbing engagement with the iiat ends Ma of teeth 4| and teeth 31 and 3| are not meshed, when the engaging pressure on the collar is properly proportioned to the area of the dat ends, the parts slide smoothly without burring or rattling. As will be hereinafter pointed out, the deceleration or acceleration of the engine is primarily relied upon to secure synchronization when shifting into the high speed or the low speed respectively.

In Figure 4A direction of the driving torque is designated by the arrow 3 l and the torque so transmitted to teeth 31 and through collar 34 to teeth 3S applies torque to teeth 38 in the direction indicated by the arrow 3B', the backlash between the teeth being exaggerated and designated by reference character 38. In the low gear position illustrated in Figure 4A, teeth 36 are in effect hooked over teeth 3|, and because of the difference in chordal thickness of teeth 36 and 31 a relatively large degree of backlash 31 is present between teeth 3| and 31. The corner designated 36h of tooth 36 engages corner 3m of teeth 3|, so that the latter constitutes an abutment which effectively restrains the parts against shifting out of low gear so long as any appreciable driving torque is being transmitted. When a coasting torque is being transmitted, tooth 38 will interlock with the lower of the two teeth 3| illustrated in a manner similar to that just described.

In Figure 5A the parts are in the dwell or neutral position, with thick teeth 35 meshed with teeth 3| of the countershaft, and thin teeth 31 are disposed in sliding engagement with end faces 4 a of high gear clutch teeth Bl.

In Figure 6A the parts are shown in high gear, with the driving torque being transmitted from teeth 32 to teeth 31 in the direction indicated by the arrow 32', and from teeth 31 to teeth 4| in the direction indicated by the arrow 31', the backlash present between the teeth being designated 13|. In this instance the collar is locked against shifting out of high gear by reason of the corner 36o of tooth 36 abutting or locking behind corner 3 lb of tooth 3 l.

The novel clutch and gear assembly just discussed is accordingly automatically locked when shifted into either gear ratio and transmitting power, and yet may be readily shifted from one ratio to the other without burring, rattling or clashing of the teeth by momentarily interrupting the application of power to the driving shaft when disengaging and engaging pressures of properly selected magnitude are applied as above set forth.

It will be understood that because of the variable interdependent factors which enter into practical workable designs of my invention which are generally dependent on the sizes and capacities of the parts, mechanical ease of shifting of the particular mechanical parts employed, lubricant viscosities and other factors, designers utilizing my invention will have a substantial range of practical choice, as will be hereinafter pointed out in detail.

The mechanism also embodies means for preventing any minor shifting of the clutch collar into contact with the shifting yoke, for instance when reversals of torque occur during normal operation, thereby avoiding wear of the parts. To this end, three bores 43, preferably located degrees apart, are provided in countershaft enlargement 22. Located in each bore i3 is a compression spring ed acting upon a ball detent t5. Three of the full length collar teeth 31 are cut away to provide bevelled faces 31h, and three corresponding collar teeth 35 are out away to provide bevelled faces 36D, for cooperation with detents 45. Faces 36D and 31h are preferably disposed at an angle of approximately 30 degrees with the countershaft, so that the ball detents exert a strong holding action upon the collar in either of its shifted positions. Accordingly, no minor shifting movement of the clutch collar can occur, and it is likewise further restrained against unintentional shifting movement when power reversals occur. Since bevelled teeth 3619 and 31h are only three in number and their ends lie in the same plane as teeth 36 and 31, they do not 'Ia-ceaiasv Operation Y With the enginedrlving the vehicle, and with the axleinthe low speed drive setting, asshown in Figures 3, 4, 7, and v8, the axle may be shifted into the higher speed by merely pulling out knob 86, so as to place pneumatic device 59 in nuid communication with the intake manifold, and manipulating the engine accelerator, it being unnecessary to disengage the clutch.

With knob S6 .pulled out, the manifold suction .causes an operating pressure on diaphragm 52 tending tomove toward the high speed driving position with a predetermined relatively high disengaging pressure against the action of spring 61. However, so long as power `is being transmitted through the gearing-,no movement of shift collar 34 occurs because tooth pressures set up a frictional force and the teeth are interlocked resisting the pull of the diaphragm. Accordingly, the mechanism is preselected'for highgearfoperation, but the actual shift is held in abeyance until delivery of power is interrupted or a torque reversal .occurs in theaxle.

With high speed preselected as just-described, theshift is carried out by momentarily releasing the Vehicle accelerator or otherwise interrupting the delivery of power to the axle. This reduces the tooth pressure and releases the interlock permitting clutch collar 34 `to kbe shifted at the time of release from the position shown in Figure 3, into the position shown inFigure 5, as no restrictions are present in the vacuum line. In this position the compression of spring il has built up,'thereby reducing-the force exerted by the diaphragm holding "the .end faces 31a and Ma of the clutch rteeth in yielding frictional vengagement.

With the parts shiftedas just described, with `the end faces 31a of the collar teeth rubbing against -tooth 'faces alla, structure I3 and ring gears28 and 29 are rotated at substantially constant speed, through the v.momentum of the vehicle. Because of ithe `difference in gear sizes, high speed gear 2l is rotated at a lower speed than low speed gear 2E, and sinceshait 22 at the moment of pull out Qof the collar from the low speed Vgear is rotating lsynchronously therewith, shaft '22 and collar 34 in the condition shown in VFigure 5 must befdecelerated to synchronize them with the speed of teeth 4i.

The engine and the associated parts, however, rapidly decelerate shaft 22 and collar 34 substantially to the speed of gear 2T, at which time the predetermined pressure exerted by diaphragm 62 on the collarcauses full meshing engagement with the clutch teeth of high speed gear 2l, as seen in vFigure 6, silently and without shock.

Accordingly, the vaxle isshifted quickly, silently .and without burring, clash or jerk from the low speed to the highspeed setting Without need of disengaging the vehicle clutch. The entire shift operation requires but a few seconds to complete in practice, and is eiected in substantially the same Waywhether the vehicle is on the level, or travelling up or down grade at the time of the shift operation. AWhen the vehicle is travelling down grade the shift period may be shortened slightly due to acceleration .of the vehicle while coasting during the shift operation, but since meshing occurs automatically upon synchronizaimmaterial.

' 14 tion, -slight variations .in the time of shift are' Upon conclusion of the shift the accelerator isdepressed to cause theengine to drive through the high speed gearing.

The driver may ascertain when the shift has been completed by observing the tendency of the vehicle to drive the engine, or by observing the speedometer. 'If he should happen to accelerate .the engine before the shift is completed, it is irnpossible to damage the mechanism because the ends of the clutch collar teeth 3l will merely slide smoothly on faces fila of the high speed clutch vteeth until the engine is again decelerated until synchronization of the clutch teeth occurs.

The shift from high gear into low gear is made in a manner similar to the shift into high gear, except that after pre-selection the shift is not completed until after the engine has been decelerated and then accelerated. lTo eiiect this shift, with the vehicle operating in a high speed setting, knob 8S is pushed in to open pneumatic device 59 to the atmosphere. This .frees spring 6l to urge arm 5d toward the low speed position with its maximum force. However, so long as power is transmitted through the axle, `the frictional tooth pressures and interlock of the teeth prevent the clutch Collar from shifting, with the result that the axle is maintained in the high speed driving setting after pre-selection by so operating the knob. With low speed preselected as just described, the accelerator is momentarily released or the power otherwise interrupted, and when the tooth pressure falls off and the interlock is released sufliciently, spring 61 forces the clutch collar t0 the left quickly disengaging teeth 3l from teeth 4I and quickly bringing the end faces 33a of teeth 35 into rubbing engagement with end faces 38a 0f teeth Y38 with a lowered pressure due to partial extension of the spring.

Under the conditions just described, gear 2t is rotated through momentum of the Vehicle at a greater speed than gear 2l and shaft 22, and accordingly the engine must be accelerated, rather than decelerated, to bring the clutch collar into synchronism with teeth 38. During acceleration of the engine, the collar teeth smoothly and silently ride upon teeth 33, and permit intermeshing only when the speeds are substantially synchronized. Upon substantial synchronization of the collar and gear 2t, spring 67 promptly shifts the clutch collar intothe position shown in Figure 1%meshing teeth 36 with teeth 38 and completing the shift into low gear.

I have found that when shifting from the high to the low speed setting, the rotational inertia of the Yengine flywheel, propeller shaft and associated parts is areal advantage, because it prevents the engine fromfbeing accelerated too rapidly and possibly passing the point of synchronism too quickly to permit meshing of the teeth. In practice, with properly proportioned parts, it has been impossible to accelerate the engine with suiiicient rapidity to produce a clash or shock in shifting from the high to the low ratio.

The axle may also be readily shifted when the vehicle is at a standstill and the engine is running, by pulling out or pushing in knob 35. Should the clutch teeth notbe aligned with the teeth of the selected gear when pre-selection is made, the parts will immediately go into the mesh when the vehicle clutch is engaged, so as to rotate shaft 22. This operation also occurs without shock because shaft `222 can only rotate a distance less than the chordal thickness of one of the clutch teeth before engagement occurs, thereby preventing relative rotative speeds of any appreciable magnitude from developing before meshing can occur.

proportions and essential specific structure As hereinbefore pointed out generally, it is essential to the proper functioning of my improved shift mechanism, that a proper relationship be established between the shape and area of ends of the intermeshing teeth, the backlash and the length of the teeth with respect to the engaging and disengaging pressures. The tooth interlock disclosed while permitting desirable selection of the desired ratio well in advance of the actual shift, or pre-selection, is not essential to the operation.

An important requirement is that each cooperating set of engaging end faces of the collar teeth and the cooperating clutch teeth be smooth and lie in parallel surfaces of revolution generated by a pair of lines, rotated about spaced points on the of rotation of the clutch collar, and that their corners be sharp and free from rounded or chamfered edges. The areas of the engaging end faces of the teeth and the backlash must be so chosen with relation to the engaging pressures that the time interval required for the tooth of one member to pass over the space between two teeth of the other member is too small to give the tooth an opportunity to drop into space until the teeth are substantially synchronized and so that the parts will be brought into substantial synchronism in a comparatively short interval of time without burring or clashing. Since these factors may be varied to meet individual design preferences, it will be apparent to those skilled in the art that various operative practical combinations thereof are available. I have also found that best results are secured when the widths of the engaging teeth are approximately the same to provide maximum engaging area of the ends of the teeth. When narrow teeth are meshed with wide teeth, the

unit pressure is increased during synchronization, and there is a tendency toward premature meshing.

The power applied to secure engagement and meshing of the clutch teeth should be yieldingly applied and should be sufiicient to assure complete mesh when substantial synchronism of the clutch teeth is obtained, but should not so so great as to cause burring clash or premature engagement of the clutch teeth. It is also necessary to apply sufficient disengaging power to assure quick disengagement of the clutch teeth when the driving pressures are released after preselection of a new driving speed ratio. The proper engaging and disengaging pressures will be dependent not only on the tooth areas, shapes, lengths and backlash, but will be affected by resistance to relative sliding of the parts caused by oil viscosities, mechanical i'its and the like. While the limits of proper operating pressures in practical transmission assemblies are not narrow for any given construction these limits are dennite and predetermined by the factors above set lforth. And within limits, the greater the backlash between the meshed teeth, the lower the engaging pressures must be, to avoid meshing before synchronism with resultant shock and jerk.

The use of interlocking teeth, as above pointed out, is desirable because it permits eective preselection of a changed speed ratio well in ad- Vance of the actual shift, because even though disengaging pressures are applied as soon as the pre-selection is made, so long as driving power is applied, disengagement of the clutch teeth will not occur due to the interlock. To assure disengagement on relief of the driving pressure, when the interlock is used, relatively higher disengaging pressures should be applied than when the interlock or an equivalent device is not used. When the interlock or the like is not used unless an arrangement, as for example a clutch pedal operated valve control of the well known Columbia axle type, is used to apply the shifting pressures at the time the shift is desired, the disengaging pressure must be lowered sufficiently to avoid forcing the teeth out of mesh before the driving pressures on the teeth are released.

By way orf a specific practical application of my invention the axle and controls therefor so far described were designed for and have been and are being used successfully in trucks having engines of from 318 to- 352 cubic inch displacement with a maximum torque output of from 250 to 285 ft. pounds at 1400 R. l?. M., and having a rated rear tire load capacity of from 13,000 to 17,500 pounds.

The overall gear ratio between drive shaft il and the axle shafts in high gear is 6.53 to l and in low gear is 8.53 to l.

Bevel pinion i9 has an outside diameter of 41A" and is provided with nine teeth.

Low speed helical pinion 26 has a maximum outside diameter of 4.863 inches and has fourteen teeth, 37/8 inches long. It is journalled on a portion of shaft 22 approximately 2.62 inches in diameter. Clutch teeth 33 are thirty-two in number, are e inch long and have an outside diameter of 4.103 inches. Teeth 38 also have a pitch diameter of 4 inches, a chordal thickness of 0.195 inch and a chordal spacing of 0.197 inch.

Helical high speed pinion 2l has a maximum outside diameter of 5.776 inches and has seventeen teeth, three inches long. It is journalled on a portion of shaft 22 approximately 2.96 inches in diameter. Clutch teeth il are the same as teeth 33, except that they have a chordal thickness of .207 inch and a chordal spacing of 0.185 inch. Both sets of clutch teeth have a pitch olf 8, a pressure angle of 25 degrees and a full depth of .198 inch.

Clutch collar 34 has an outside diameter of 5%.; inches, a width of 1% inches, and a minimum internal diameter of 3.79 inches. Teeth 35 and 3l are thirty-two in number and have a pitch diameter of 4 inches and a depth of 4.125 inches. Teeth 35 are inch long and have a chordal thickness of .195 inch and are chordally spaced .197 inch so that they may mesh with teeth 33 with a backlash of approximately .002 inch. rleeth 31 are spaced 32- inch from teeth 35, are 3%1 inch long and have a chordal thickness of from .155 to .65 inch so that they may mesh with teeth lll with a backlash of from .020 to .030 inch. The sides of teeth 36 project from 15 to 20 thousandths of an inch either side of the corresponding sides of teeth 3l.

The weight of the collar has a bearing upon the shifting characteristics of the mechanism because, as the teeth of the collar slide against the high or low speed clutch teeth, whether or not the collar will respond to a tendency to mesh with the clutch teeth prior to synchronization will depend to some extent upon the inertia of the collar. By increasing the weight of the collar, the tendency or" it to shift axially during the small time intervals during which the teeth are aligned during the synchronizing operation may be reduced. I have found that Va collar weighing 22 ounces proves very satisfactory when using parts dimensioned as disclosed, but it is to be understood that by decreasing the backlash and/or the engaging pressure the collar weight may be reduced.

The shaft teeth have a maximum outside diameter of 4.147 inches and a chordal thickness of .195 inch, a pit-ch of eight, a full depth of .198 inch and the two rows are spaced inches apart. The teeth are chordally spaced 0.197 inch, so as toy mesh with collar teeth 36 with a backlash of .002 inch and with teeth 31 with a backlash of from .022 to .032 inch. Teeth 3| are ,le inch long and teeth 32 are E inch long.

Shift arm 54 is approximately two inches long, and the effective area of diaphragm f2 is such that with the vacuum applied, and high gear selected, a pull of from approximately 125 to 175 pounds is exerted on clutch collar 34, tending to pull it out of mesh with the low speed teeth. After the parts have been shifted out of the low speed setting, by interrupting the delivery of torque in the manner previously described, and while the parts` are being synchronized, with end faces 31a and Ma in contact, the vacuum exerts a pressure of from 30 to 40 pounds on rod til, the drop in magnitude being brought by the buildup of opposing pressure in spring 67. When the collar is being shifted in the opposite direction, out of high gear, spring 6l exerts a pull-out force f approximately 125 to 175 pounds upon the clutch collar. After the clutch has been shifted out of high gear, and during the synchronizing dwell, with tooth end faces 39a and 33a in sliding engagement, spring 51 exerts a force of from 30 to 40 pounds upon the clutch collar, tending to shift it into the low speed setting. In short, the spring strength and vacuum diaphragm or piston areas are preferably so selected that the disengaging or pull-out force bears a ratio of from 2 to 1, to 4 to 1 with respect to the engaging or gp1.1.ll-in force for best results with the other parts proportioned as disclosed.

Teeth 33 and 38 are of sufficiently great chordal thickness to establish a backlash of approximately .002 of an inch, while the backlash between teeth 31 and lil is from .020 to .O30 of an inch. The backlash on the low side may, however, be increased by decreasing the engaging pressure, and on the high side it may be decreased by increasing the engaging pressures.

It will therefore be understood thatmy invention is not limited to use of any particular degrees of backlash or to any of the other proportions and arrangements disclosed by way of specific example, as various ranges, proportions and arrangements of parts may be employed in combination with shifting forces of the proper magnitudes to secure the benefits of my invention.

Modi'jed control mechanisms While I have shown diaphragm 92 actuated toward the low speed side with a spring, and toward the high speed side in response to engine intake vacuum,l thereby providing a simple arrangement giving relatively vhigh disengaging forces compared to the engaging and meshing forces when shifting from low speed to high speed, these results can be accomplished by utilizing any suitable source of shifting power, as for example suitably controlled vacuum or air pressures with or without modifying springs on both sides of a diaphragm, or a spring operated actuating mechanism of the type shown in United States Patent to Maybach No. 1,719,188, or any other methods of yieldingly applying appropriateiy predetermined engaging and disengaging pressures to the shiftable clutch member.

In Figure 12 I have disclosed a double acting vacuum assembly in which shift arm 54 is pivotally connected to a rod 9| carrying a piston assembly 92 working in a cylinder 93, which is closed at both ends. Compression spring 94 acts upon the piston assembly so as to urge the parts toward the low speed driving range, but it is to be understood, if it is not desired to take advantage of an automatic shift into the low speed setting when 'the vacuum fails, spring 94 may be omitted.

The opposite ends of cylinder 93 are placed in communication, by means of a pair of conduits 95 and 9S, with a control valve 91 of modified construction. Valve rod 98 is controlled by wire 88 in the same manner as valve rod 19, but carries valve member 99 which is hollow and has a wide annular groove |9| constantly in communication with a port |92 leading to conduit 14 connected to the intake manifold.

Groove |Ei| may be selectively aligned with a port fc3 communicating with conduit 95 or with a port les communicating with conduit 96. In the position shown in Figure 12, the intake manifold is in communication with the upper end of the cylinder through port |02, groove |0|, and port |93. The lower end of the cylinder is in communication with the atmosphere through conduit 96, port |95 and a plurality of exhaust ports It provided in the valve casing.

When valve member 99 is shifted into its righthand positicn, groove |i| places the lower part of the cylinder in communication with the intake manifold through port |95, groove |9| and port |92. Under these conditions the upper part of the cylinder is placed in communication with the atmosphere through conduit 95, port 93, the hoilow interior |97 of the valve, ports |98 in the end of the valve, and ports |96 in the valve casing.

Accordingly, by shifting knob in or out, so as to place either the upper or the lower end of the cylinder in communication with the intake `rnanifold, the axle may be shifted into the low or the high speed setting respectively, in the manner as previously described.

speedometer controls When the drive axle gear ratio is changed it is obvious that the gear ratio of the speedometer drive must be changed accordingly if correct speedometer readings are to be maintained.

While the prior speedometer shift mechanism in common use may be used with my improved axle, in such prior mechanisms the speedometer shift occurs at the time of selection of a speed ratio, and thereafter, until the actual shift is effected, the speedometer reading is erroneous.

In Figures 7, 8 and 9 I have illustrated a novel speedometer drive control mechanism which will automatically shift a speedometer change speed gearing only at the time of the axle shift to establish the proper rdriving relationship between the drive shaft and the speedometer in both the high and low speed shifted positions of the axle.

In Figure 7 a conventional clutch housing l and a selective shift transmission ||2, having a gear shift lever ||3, are shown connected to engine 19 in well-known manner, and the output shaft of the transmission drives a propeller shaft H4 through a universal joint assembly H52 Shaft H4 is coupled to shaft Vl in well known manner. Driven from thev transmission tail shaft in well known manner is a speedometer drive shaft Il@ (Figure 9). Shaft Ht is connected to a speedometer change speed transmission i'i of any suitable character embodying selectively shiftable two Speed gearing having speed ratios corresponding to the speed ratios of the gears in the axle, so that when the axle and speedometer drive gear are operating in the low speed ratio or when the axle and the speedometer drive gear are in the high speed ratio, the speedometer will correctly indicate the vehicle speeds.

The change speed gear is controlled by a shaft H3 carrying a shift arm H9. With the arm in the position shown in Figures '7 and 9 the speedometer drive gear is in the low speed position. A flexible drive shaft assembly |2| leads from the output side of the change speed gear lil to a speedometer |22 mounted on the vehicle dash, in well known manner.

Shift arm il@A is controlled substantially directly in accordance with the movements of axle shaft lever i to change the speedometer gear ratio only when the axle is shifted into the selected speed. A lever |24 mounted on shaft 4s is connected to a Bowden wire control assembly, comprising an actuating wire |25 and a sheath |26. The forward end of sheath IE is connected to a bracket |21 carried by casing Il', and wire |25 passes through an opening in the end of lever H9 and is provided with a pair of spaced abutments |28 and |29. interposed between the abutments and arm HS are a pair of compression springs |3| and |32 preferably of equal free length and strength. In the position shown in Figure 9, spring I3| is compressed between abutment |28 and the arm, holding the latter in the low speed driving position.

1n operation, when clutch collar 34 is pulled into the synchronizing position shown in Figure 5, lever 24 is simultaneously shifted into a position intermediate the high and low speed positions, and through wire |25 moves speedometer shift lever H9 into an intermediate position and interrupts the drive to the speedometer. When the collar moves into full meshing engagement with the clutch teeth of high speed gear 2l as shown in Figure 6, arm |24 through wire |25 simultaneously shifts speedometer gear shift lever HS into the high speed driving speed. If, however, at the moment of shift the speedometer drive change gears have their teeth disposed in end-to-end abutting relationship, spring |32 will yield and subsequently bring the parts into proper driving engagement, thereby avoiding blocking the shift of axle shift lever 54.

rIhe speedometer driving gear mechanism will then remain connected in the high speed setting, until the axle is shifted out of the high speed setting, at which time arm |24 will actuate wire |25 to rst disconnect the speedometer drive, and then, as the axle is shifted into the low speed setting, the speedometer driving gearing will oe shifted into the corresponding speedometer low speed driving setting lt will accordingly be seen that the speedometer will be. disconnected while clutch collar 3d is dwelling between high and low speed positions, and will correctly indicate thev vehicle. speed at all other times, including the periods: of preselection.

In Figure i3 I have disclosed a modified form.

of speedometer control embodying vacuum re- Vtary gear housing.. generally indicated at 20`r sponsive operating;- means to replace the: mechanical connection to the axle shift lever as disclosed in, Figures 6. to 9.

In this forml of the invention a T connection |35,v is inserted in vvacuum line lit, and connected thereto, by a conduit E36, is a vacuum chamber assemblyr |37 having a diaphragm |38. Connected to diaphragm i3d, by means of a rod |39 and a clevis Ilii, is a modified control lever |42 securedto shaft l it of speedometer speed change control mechanism A compression spring |43 constantly urges the diaphragm and rod. |355 toward the low speed speedometer drive position;

In the operation of this arrangement when knob 8S is pulled out to place conduit 68 in cornrnunication with the intake manifold, diaphragm |38 is moved to the right against the action of the spring E43 and shifts the speedometer into the high speed driving ratio. When knob 86 is pushed in, or if the vacuum should fail, diaphragm |38 will move to the left under the iniuence of spring |43 shifting the speedometer gearing into the low speed ratio.

Since, in the preferred embodiments of my invention, shift into either axle drive speed occurs only after release of the driving pressures, during the period of pre-selection, this form of speedometer control will cause an erroneous speedometer reading until the actual shift is effected.

In. Figures lli-20, I have shown a modification of my invention having radial as weil as axial teeth formed according to the invention embodied in a planetary two speed axle such as that of Wiedmaier Patent No. 1,815,689, granted July 2l, 1931.

Shown, particularly in Figure 14, is an axle housing comprising a center section, generally indicated at |56, having an annularly shaped portion E52 and an annularly shaped portion E54, preferably provided with an integral bearing support member i55, said two annularly shaped portions being secured together in any conventional manner as by cap screws |58.

Forwardly the center section it@ is provided with a circular opening mi) in which is supported pinion bearing cage 52 seating twin roller bearings liii. inwhich pinion shaft is rotatably mounted.

Secured to and extending axially from annular portion |52 is tubular member Vit. Oppositely extending tubular portion-H2 is secured to and extends from annular portion tt. Eearing support member i iiof annuiar portion iii@ and tubular end portion il@ are provided with roller bearings i'i and ill in which is rotatably supported the transmission mechanism 'to be described.

rIhe pinion shaft itt, which is coupled at its forward endl to the vehicle propeller shaft (not shown), extends rearwardly, terminating within the center portion of the axle housing in a bevel pinion i536. bevel ring gear 82 which with generaliy cupshaped portions |65 and itl constitutes a plane- |33. The housing iBS'is rotatably supported at one end by an axially extending tubular portion idf; integral with bevel ring gear it? in roiler bearing l'i'i and at its opposite end by an axiaily extending tubular portion it? rotatably supported in roller bearing H5.

The cup shaped portion it? of planet housing |88 has a wall portion itt substantially transversely disposed with respect to its rotational axis and is provided with a corresponding transversely The bevel pinion meshes with a` disposed portion |91 axially inwardly spaced from said wall portion. Wall portion 95 and the Vaxially inwardly transversely disposed portion i9? are connected by a desired number of planet pinion pins, one of which is indicated at it. On the planet pinion pins, which are substantially equally radially spaced and parallel to the rotational axis of the planet housing, are journalled planet pinions, as indicated at 205.

The planet pinions 2st mesh with an internally toothed ring gear 202 which is carried by a generally frusto-conical shaped member`25l secured to the spider 255 of the conventional differential D comprising spider 2%, diiiferential pinions 208 and differential side gears 2|. Side gears 2| are integral with axle shafts 2H and 232.

The teeth of planet pinions 265 mesh inwardly with the teeth of sun gear 2|5, integral with an axially extending quill 2li through which axle shaft 2 i2 extends and on which a toothed collar 22|), which will be more fully described, is slidably splined.

For the purpose of effecting either one of the two axle speeds the axially shiftable toothed collar 22d is arranged to selectively connect theY planet sun gear 2115 to the planet housing itt through the tubular member H52 and teeth 225 rigid` with the planetary gear housing or to the axle housing through the xed brake member 255 secured in any conventional manner to the annular section |54 of the axle housing. Brake 255 is formed with internal teeth 225 adapted to mesh with teeth 224 on collar 22@ as illustrated in Figure lll.

In one position of the toothed collar 226i power transmitted through the pinion shaft it, bevel pinion E85, and bevel ring gear it, to the planet housing |85, will rotate the planet pinions 255 bodily with t-he planet housing holding the planet pinions against rotation on their pins, thus locking the internal ring gear, planet pinion, planet housing, and planet sun gear as a unit, so that the power is transmitted directly to the axle shafts 2H and 2 l2 through the differential. In the alternate selective position the collar 226 connects the sun gear to the axle housing whereby the bevel gear set and planet housing will drive the planet pinions about the sun gear thus driving the planet ring gear and consequently the axle shafts at a greater speed than that of the planet housing.

Collar 225 at its inner end is provided with a plurality of inwardly directed radial teeth 222 which, upon movement to the left, may engage the axially directed teeth 225, and outwardly directed radial teeth 225 which may, upon movement to the position illustrated in Figure 14, engage the inwardly directed radial teeth 228 on the stationary brake member secured to the housing. Collar 220 is also provided with an external annular 'groove 222 into which radially directed trunnions 2132 project to shift the collar axially on mating internal splines 245 in the collar and external splines 2li? on the quill 2 l?. The weight of the clutch collar 22o has a direct effect upon the shifting characteristics of the mechanism and the tendency of the teeth on the collar to disengage from and to intermesh with their mating teeth. Synchronism depends to some extent upon the inertia of the collar. I have found that a collar weighing approximately 35 ounces in a mechanism of the size hereinafter disclosed is satisfactory.

In this shift mechanism, as in the hereinbefore described double reduction two-speed shift mechanism, it is very important that proper relationabout points on the axis of rotation of the collar,

and that all of the faces have sharp corners free from roundedor chamfered edges. The area of the end faces of the teeth and the backlash must be correlated to the` pressures tending to engage the teeth after abutment in order that the teeth will properly engage and mesh upon substantial synchronism but will. not tend to intermesh before that time thus burring orv chipping the sharp edges.v These factors may be varied to meet various conditions and circumstances.

The pressure to engage and mesh the teeth should be yieldingly and lightly but positively ap-V plied and suflicientto complete the intermeshing upon the substantial synchronism between the mating teeth. It has been found that the disengaging power should be of sufficient magnitude, which is substantially greater than that of the engaging power, to assure swift disengagement after preselection and torque interruption to avoid the possibility of the collar teeth being caught upon torque reversal thus interrupting the shift sequence.

In the practical application of my invention to a planetary two-speed overdrive axle for a me-` dium size passenger car, I have found the following relationships to provide a very satisfactory mechanism.

The overall gear ratio in this unit between pinion shaft |66 and axle shafts 2| I and 2|2 is 4.11 to 1 in direct drive and 3.65 to 1 in overdrive.

The 8 equally spaced axially directed housing teeth 226 have the following approximate dimensions: outside diameter of 2"; length of 1A. The 8 inwardly directed, mating radial teeth 222 have a root diameter of 2"; an inside diameter of 1.6; a length of 1A".

The 12 equally spaced inwardly directed, stationary radial teeth 228 thave the following approximate dimensions: Root diameter of SMH; inside diameter of 3". The 12 outwardly directed, mating radial teeth 224 have an outside diameter of 31AM; an inside diameter of 3; a length of 1A.

The relationship of the chordal width of the mating teeth is as near equal as practicable, being varied only to the extent necessary to maintain a backlash of approximately .015" to .025"V therebetween.

Collar 220 may be shifted by any suitable means. Shown in Figure 14 is lever 25B journalled for rocking movement on fixed member 252 Which is securely attached to the annular portion |54 in any conventional manner. The upper arm of lever 250 is provided at its end with a substantially spherical portion 254 for optional contact with the sides 256 and 258 of the lateral slot 260 in piston rod 215. The lower lever arm is bifurcated providing a yoke 253 into which are secured a pair of trunnions 242 disposed in groove 24B of the collar.

In order that the sun gear 2|5 may have sufficient freedom of self centering movement relative to the planet gears to equalize the tooth pressures between the sun gear and the various 23 planet gears, it is desirable that the quill 2i1 have a limited amount of radial floating movement relative to the axle shaft 2|2. However, as too great a freedom of floating movement would interfere with the centering of the collar teeth 222 and 224 relative to their mating teeth 226 and 228, means are provided to limit the radial iloating movement of the quill. This means may conveniently comprise a bushing 236 disposed between the quill and the axle shaft to prevent forces, such as the weight of the collar, acting on the quill, from causing misalignment of the clutch teeth. A bushing having an internal diameter approximately 0.005 greater than the external diameter of the axle shaft and an external diameter approximately the same as the internal diameter of the quill has been found satisfactory for this purpose.

In Figure 14 I have shown a vacuum motor, generally indicated as 212, comprising a cylinder 21|, conduit nipples 212 and 213, piston 211, and piston rod 215, secured to the tubular portion its; in any conventional manner. Conduits 212 and 213 are provided to optionally apply intalte uum of the Vehicle engine to the desired side of the piston 211 in order that the piston may exert thrust on the piston rod 215 to which it is tached, in the desired direction.

The effective area of piston 211 is such tha vacuum normally exerts a pull of approxirnat 80 pounds pressure on the piston rod 225 wh n in turn transmits this pressure to the substantially spherical end 254 on lever 255i. In view oi the fact that the leverage ratio of the shift lever is approximately 31/2 to 1, a pressure of approximately 250 pounds is initially exerted to dis engage the teeth 222 and 226 or 224 and 222.

The piston rod 215 is provided with ya lateraly slot 250 forming faces 256 and 258 for engage ment with the spherical end 254 of the shiijt lever for reciprocating the piston rod. The width of the slot 26d is approximately equal to the ameter of the spherical end 254 of the lever plus the depth of engagement of the teeth an i 22S and clutch teeth 224 and'228. Also provided in the piston rod are bores 280 and 282 (see- 19) into which are inserted coil springs 2835i and 226 respectively. The outer end of the borer23 is tapped to accommodate closure cap screw '288.

The size of the coil springs is determined by the magnitude of pressure necessary to intermesh the mating teeth.

As will be more fully explained, the reciprocable piston merely disengages one set of teeth and moves the other set of mating teeth to a point short of sliding engagement; coil spring 284 or 28E functioning as the only power means effective to mesh the mating teeth.

in one direction of travel contact of the lpiston 211 with annular member '21,6 on cylinder member 21| limits the lengthof travel of the piston rod 215, while in the opposite direction of travel Vthe engagement of the outer end of piston rod with the end of the Vacuum cylinder 2li limits the length of travel of the piston rod.

Coil springs'284 or 25B exerting a pressure of approximately 35 pounds have been found satisfactory to intermesh the matingy teeth after substantial synchronism without clashing or raking of the teeth lbefore intermeshing.

Any one of the many known types of Valve construction may be employed to optionally connect vacuum cylinder conduits 212 or 2.13 to the engine vacuum. In Figure 12isishown one form of valve comprising a three-way valve housing 9.1, hav- 24 ing nipple |02 for communication with the engine manifold.

Operation The operation of the shift mechanism will now be explained. As shown in Figure 14 the device is in overdrive or high speed, the sun gear 245 being locked to the stationary member 235 through the external splines Ztl on the quill 2V! and the mating internal splines 255 in the collar 22d, the external teeth 224 on the collar and the internal teeth 228 on the stationary member.

To shift to low speed the vacuum piston 2li is caused to move to the right from the position illustrated by the action of the engine vacuum through nipple ZlS by control Valve such as shown in Figure l2.

The initial movement of the piston rod 215 compresses coil spring 234. The compression of the springr causes the face 256 of the lateral slot 2S@ to contact the spherical end 252 at the end of the shift lever 250, Continued movement of the piston rod to the right moves the yoke 253 to the left. The trunnion 2512 in turn moves the clutch collar 22d to the left and causes teeth 22d to disengage from teeth 228. The disengagement is extremely rapid as the piston 211 is operating at its greatest power produced by the high engine vacuum. Swift disengagement is essential as the teeth must disengage before torque -reversal interferes with the shift sequence. Movement of the rod continues until the outer end of rod abuts the end of the cylinder 2li. The movement of the rod is of such a predetermined distance as to move the at faced, sharp edged teeth 222 only approximately into abutting engagement with the mating, nat surfaced, sharp edged teeth of the planet housing. Upon, and until, substantial synchronism `of the collar and the planet housing does the pressure exerted by the still substantially fully compressed spring 25d, which has caused teeth 222 to contact teeth 22d, force the teeth 222 of the collar into intermeshing engagement with the teeth 226 of the planet housing.

lli/"hen the collar 22e is disengaged from the stationary teeth 222 the planet sun gear 2 l5 becomes a free member, its rotation being controlled by the direction and speed of lrotation of the planet ring gear 262 and planet housing E32.

Assuming the collar 22d to :be disengaged from both its mating sets of teeth 22t` and 228, the planet ring gear speed and direction is controlled by the speed and direction of the vehicle wheels (not shown) to which it is coupled by the axle shafts 2li and 2i2, differential D and frustoconical shaped member 2li/t.

The forward motion of the vehicle in normal operation rotates its wheels in a clockwise direcu tion. rthis in turn rotates the planet ring gear 2&2. to which the wheels are coupled in a clockwise direction.

The speed of rotation of the planet housing 83 is controlled by the speed of rotation of the engine to which it is coupled by the propeller shaft (not shown), bevel pinion i8@ and bevel ring gear E82.

The speed and direction of rotation of the planet pinion G, and consequently that of the planet sun gear 2 i 5, is determined by the relative speed of rotation and direction of travel vof the planet housing Het and planet ring gear 222.

Upon deceleration of the engine for torque interruption and disengagement of the teeth the speed of the planet housing decelerates. When the speed of the planet housing becomes less than that of the ring gear, the ring gear 4tends to rotate the planet pinions 200 on their pins l S8 in a clockwise direction. As it is necessary to synchronize the speed of the planet sun gear with thatgof the planet housing it is necessary to accelerate the engine, and consequently the planet housing, to reverse the direction ofrotation of the sun gear. When the engine is accelerated until the speed of the planet housing equals the speed of the planet ring gear the planet pinions are not rotating on their axis and consequently the sun gear rotates at a speed equal to that of the planet housing, that is, the planet housing speed and the planet sun gear speed are synchronized, at which time the teeth 222 and 225 intermesh by the action of the still compressed springs 284 and the planet housing, pinion, sun gear and ring gear are interlocked and rotate as a unit.

Conversely, in shifting from direct or low ratio to overdrive the teeth 222 and 22E are disengaged and the engine is decelerated while the speed of the planet ring gear 292, to which the vehicle wheels are coupled, tends to remain substantially the same. With the engine decelerating, and consequently the speed of the planet housing 188 decelerating, the ring gear 202 tends to rotate the pinons 2530 on their pins in a clockwise direction. This clockwise rotation of the planet pinions tends to rotate the sun gear 215 in a counter-clockwise direction. The effect of this tendency to reverse the rotation of the planet sun gear is to reduce the speed of rotation of the planet sun gear to zero, at which time the collar teeth 224 engage with the clutch teeth 228 by the action of the compressed spring 236.

When the parts are in this position, as shown in Figure 14, and the vehicle is in forward motion,

for example, the clockwise rotation of the bevel d pinion |80 rotates the bevel ring gear' |32 in a counter-clockwise direction. Planet pinions 20@ journalled on their pins rotate with the housing as a unit in a clockwise direction about the fixed sun gear 2 l5 driving the planet ring gear 232 at a speed greater than that of the bevel ring gear l82 inra clockwise direction. rThe planet ring gear drives differential D, the axle shafts 2H and 2!2, and the wheels with'which it is coupled, in the same direction.

In Figure 20 there is illustrated a modied tooth construction for the meshable teeth of Figure 14. In this arrangement the teeth are provided on their sides or working faces with slight offsets or shoulders which overlap to maintain intermeshed teeth against disengagement during the transmission of power in either direction.

In the arrangement illustrated the teeth 22'5, corresponding to the teeth 226 of Figure 14, are provided intermediate the length of each side face with a lateral shoulder as indicated at 32S making the teeth somewhat T-shaped in plan. The lateral extent of each shoulder, however, is only a few thousandths of an inch. Teeth 222', corresponding to teeth 222 of Figure 14, are provided along their side or working faces with corresponding lateral shoulders, as indicated at 328. The shoulders 326 and 328 are so located aloner the length of the teeth that when the teeth 222' are fully meshed with teeth 226 shoulders 328 overlap or hook over shoulders 326 and prevent disengagement of the teeth while power is being transmitted in either direction. The larger end portions of teeth 226' will, however, pass between' the larger portions of teeth 222' so that, upon through the intermeshed teeth, teeth 222 may be drawn away from teeth 226 to discontinue the drive therethrough. The teeth of these two sets may also bev readily engagedy in the manner described above in connection with Figures 14 to 1'Z,inclusive.v

Teeth 224', corresponding to teeth 221i of Figure 18, and 228', corresponding to 228 of Figure 14, are also provided with lateral offsets or shoulders as indicated at 330 and 332, respectively, which cooperate in the same manner as shoul. ders -325`and 32% on teeth 226 and 222 to maintain teeth 224 and 228 in engagement during transmission of power therethrough. These teeth may also be engaged and disengaged under conditions of relative synchronization in the manner heeinabove described.

By employing thick and thin collar teeth 35 and 31 respectively, and spacing shaft teeth 3l and 32 apart axially, a lock is provided preventing the collar from being shifted out of either high or low gear so long as power of any appreciable magnitude is being transmitted. Accordingly, high or low gear may be pre-selected by pulling out or pushing in knob 86, but the shift out of the gear ratio in which the axle is operating will not be effected, even when the power being transmitted is of low magnitude, until the accelerator is released, so as to allow teeth 36 of the collar to be pulled past shaft teeth 3|. However, it is to be understood that, if preselection under all conditions of load is not desired, the shift lock feature may be omitted by replacing shaft teeth 3| and 32,and collar teeth 33 and-3'! by single sets of uniform thickness teeth, and yet all of the advantages of the easy shift features of the invention are retained, because the synchronizing operation will be carried out in the same manner as previously set forth. For instance, if the shift lock feature is omitted and the vehicle is operating in lo-w or high gear and pulling a heavy load, the shift outof gear will be prevented by the frictional tooth pres` sure, thus enabling gear ratio pre-selection to be made as previously described, and if power of only low magnitude is being transmitted when knob 88 is operated, the collar will be promptly pulled out of mesh with one gear and into engagement with the selected gear, and upon attainment of synchronism with the selected gear it will be meshed in the manner previously set forth. The appended claims are accordingly in#- tended to embrace the easy shift feature of the invention both independently of, and in combination with, the tooth interlock feature.

In either event vthe shift into the selected gear is carried out quickly and without clash or jerk, insuring a minimum of loss of vehicle headway during the shift.

From the foregoing disclosure of the invention it is apparent that I have provided a novel multiple speed power transmitting mechanism which is of extremely simple design, enables the shift into low or high gear ratio to be carried out in a minimum of time under any and all vehicle speed and load conditions, silently and without clash or jerk, and without disengaging the vehicle clutch, and it also embodies novel control means which make it possible to pre-select the desired gear ratio at any desired instant and to subquently carry out the shift by manipulating the vehicle accelerator, and which also shifts into one ratio if the engine should stall.

It is also to be understood that the invention 

